外文翻译---多轴车辆的转向特性(编辑修改稿)

外文翻译---多轴车辆的转向特性(编辑修改稿)内容摘要：

locity: Frictional force yields at the limit of the adhesion and the coincident of yielding friction is expressed as a function of slip ratio as follows: where K is a positive constant dependent on the staidness of the tire, and l0 is the maximum coincident of friction. The limit of slip ratio Sm represents the full sliding state of the tire throughout the tread, expressed by Sm =1/K. Fig. 4 shows the lateral force versus the longitudinal force (braking or traction force) plotted at given values of slip angles (rod) for a tire with the property of K= . As the driving power from the engine is transmitted to the wheel through the deferential, the driving force and the rotational speed of each wheel are influenced by power train types. The general type of driving system for multivalve vehicles is illustrated in Fig. 5. Deferential are 4 mounted in each axle to distribute equal tractate force to both side wheels and the rotational speeds of the wheels depend on the path length of the tires. The property of differential is mathematically expressed as constraint equations: where Qli is the tractate force or the longitudinal shear force on the ith tire, and VR0 is the average peripheral velocity of the tires. 3. Experimental evaluation Field tests were conducted by using two fullscale vehicles. The low speed turning performance of the vehicles was evaluated on a concrete test ground and on sandy ground. One vehicle was an eightwheelvehicle with frontfourwheelsteering, which is identified by vehicle A. The other was a TADANO ALL TERRAIN VEHICLE or vehicle B, which is an eightwheelvehicle with allwheelsteering shown in Fig. 6. The maximum coincident of friction l0 depends on the ground condition. The coercions were measured in the field and l0 = was obtained with vehicle B on the concrete ground and l0 = with vehicle A on the sandy ground. In the field tests, two steering types were examined. One was steering by the front four wheels, and the other by all the wheels. Fig. 7 shows the experimental and predicted results of the turning radius versus steering angles. The parameter indicates the average steering angle of the front wheels and, for allwheel steering。 the angles of the rear four wheels are fixed at a maximum in its steering capability. It is clear that the turning radii of the vehicles A and B decrease as the steering angles increase. The 5 lower line for vehicle B indicates the results of allwheel steering with rear steering angles, 3 =176。 , 4 =176。 , 7 =176。 , 8 =176。 . From Fig. 7 it can be seen that the turning radius has bee。